Automatic train-stopping apparatus



APPLTCATION FILED JUNE 14. I919.

Patented Jan. 25, 1921.

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AUTOMATIC TRAIN STOPPING APPARATUS. APPLICATION FILED JUNE 14, I919.

Patented Jan. 25, 1921.

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A TTORNEYS R. S. MERBIEIT.

AUTOMATIC TRAIN STOPPiNG APPARATUS.

APPLIC'ATFOH FILED JUNE 14. I919- Patented Jan. 25, 1921.

3 SHEETS-SHEET 3- I N V EN TOR.

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A TTORNEYS UNITED STATES BAYMGND S. MERRIETT, F fiYRAGUSE, NEVI YORK.

AU'IOIVIATIC TRAIN-STOPPING APPARATUS.

incense.

Application filed June 14,

T 0 all 107mm it may concern:

Be it known that T, Rnraiozvo S. Mnnnm'rr, a citizen of the United States, and a resident of Syracuse, in the county of Onondaga and State of New York, have invented certain new and useful Automatic Thain-Stopping Apparatus, of which the following is, a specification.

This invention has for its object an automatic stop apparatus for railway trains which is particularly simple and compact in construction and arrangement, readily installed and highly eliicient and durable in use. The invention consists in the novel features and in the combinations and constructions hereinafter set forth and claimed.

in describing this invention, reference 18 had to the accompanying drawings in which like characters designate corresponding parts in all the views.

Figure 1 is a longitudinal sectional view of my apparatus.

Fig. 2 is a sectional view on line 22, Fig. 1.

Fig. 3 is a longitudinal sectional view taken centrally on Fig. 1, parts being omitted.

Fig. t is a detail view ofthe valve controlling the resetting of the mechanism shown in Figs. 1 and 2.

Fig. 5 is a diagrammatic view of my invention applied to a railway system This automatic stopping; apparatus 1s here illustrated as applied to a steam railway sys tone to automatically close the throttle of the engine and apply the air brakes when the signal or semaphore is set in stop or danger position.

The apparatus consists generally, of a frame formed with guides, a plunger movable along the guides, and connected to the throttle or lever of the air brake system, means tending to move-the plunger in one direction, means for normally holding the plunger from movement by said means, and means for automatically releasing the hold ing means. It also preferably consists of means for automatically resetting the parts in their normal or starting positions.

1 designates the frame which maybe of any suitable form, size and construction, it being here shown as consisting of heads 2, 8 at its opposite ends, and two sets of parallel tie rods 4, 5 connectingthe heads. The

Specification of Letters Patent.

Patented Jan. 25. 1921. 1919. Serial No. 304.321;

heads are Secured to any suitable support as the rooi 6 of the cabot' a locomotive by cap screws 1. g

The rods 4 are arranged radially outwardly relatively to the rods 5 as seen in r 1g. 2, and heads or disks 8,9 are mounted on the rods 5 beween the endsof the frame, the disks 8, 9 being spaced apart and formed with guide openings 10 for the plunger.

11 is the plunger which includes a piston 12 movable in a cylinder 13 supported by the heads 8, 9 centrally thereof, a rod 14 connected to the piston and a slide including rods15 movable in the guide openings 10, on opposite Sides of the cylinder 18. The rods 15 are connected at one end by a cross bar 16 to which the piston rod 14 is con nected and arealso connected together at their other ends by a cross bar 17:

The means tending to move the plunger in one direction, that is, to the right Figs. 1 and 2, in this embodiment of my invention, 'cons1sts of a compression spring 18 encircling the rods 5, and inserted between the head 2 and the cross bar 17 at the front ends of the rods 15 of the plunger slide, the coils of the spring extending between the rods l, 5 as seen in Fig. 2.

The means for normally holding the plunger from movement by spring 18 comprises a member 19 carried by the frame and'eng'aging some part of the plunger as the front end thereof, that is the right hand end'Fig. 1, and a latch 20 coacting with 1 sale member.

The holding member 19, is here shown as hinged at 21 to a bracket element carried on the lower side of the frame 1. onithe lower rods 2, the holding member extending upwardly across the bar 17 at the front end of the plunger slide, and the latch 20 is pivoted at 23 on a bracket or support 2e mounted on the top of the frame 1 on the upperrods 4. The latch 20 is automatically released, as will be hereinafter described, by a trip lever 25, here shown as pivoted at 26 to the bracket 24sone arm thereof bearing on the tail of the latch 20 and the other arm being the armature of a magnet 27 connected in an electrical circuit to be hereinafter described. The holding member 19 is acted on by a spring 28 which returns it to its locked position.

Theplunger 1'1 ismechanically connected to a control lever as a throttle lever 29, Fig.

5, of a locomotive by suitable motion transmitting means as a cable 30 passing around any number of properly located pulleys 31 and connected to a pusher 30 arranged at the limit of the opening movement of the throttle lever and slidable in guides formed in the bar 30 along which the throttle lever moves.

The means for resetting the parts after each operation in their starting position comprlses preferably means for conducting wise of the frame 1, through the head 2 and within the spring 18, this pipe being connected at one end to a suitable supply and at its other end to the front or right hand end of the cylinder 13, it being here shown as connected directly to the casing 33 of threeway cook 34. The casing 33 has a lengthwise passage 35 extending entirely therethrough and a transverse opening 36. The casing is threaded. in the head of the cylinder 13 with the passage 35 opening thereinto. The cook 34 has diametrical and radial passages 37 38. The outer end of the passage 35 is controlled by a manually adjustable valve 39 which is normally open to permit the escape of air when the piston 12 is being actuated by the spring 18.

The operation of the threeway cock is automatically controlled by the movement of the plunger 11, and one of the rods 15 of the slide is formed with spaced apart shoulders 410, 41 thereon coacting with a rock arm 42 on the three way cock.

In operation, the valve parts normally occupy the position shown inFig. 4, and when the holding member 19 is released and the spring 18 impells the plunger 11 to the right, Fig. '1, the three-way cock remains open as seen in Fig. 4. to permit the air in :the cylinder to escape as the valve 39 and the piston 12 move in the cylinder, the valve 39 being adjusted to control the speed of the plunger 11 by the spring. As the plunger 11 approaches the limit of its throw, the

shoulder 4E0 engages the arm 12 of the threeway cock and rotates the cock 34: a quarter turn until the passage 37 thereof. is in register with the diametrical passage 36 of the casing and the radial passage'38 is in line with the passage 36' toward the cylinder.

' Hence compressed air can now enter the cylinder 13 from the pipe 32 and move the piston 12 and plunger 11 to the left and compress the spring 18. During this movement, the spring 28 of the holding member 19 returns it into engagement with the latch 20. p

As the plunger 11 approaches the limit of its throw to the left the shoulder 11 engages the arm {12 of thethree-way cock and operates the cock to its normal position, that is, thatshown in Fig. 4.

The shoulder 410 is placeable in any one of a number of holes 4:3 spaced apart along one of the rods '15 to adjust the operation to the particular throttle lever onto which the plunger is connected.

It is preferable to apply the air brakes at the same time that the throttle, lever is operated and the air valve lever 14, Fig. 5 is operated bya machine designated 45 similar in construction to thatjust described except that the latch 46 which normally holds the holding member 17 for the plunger 4L8 thereof is not electrically controlled but is me chanically operated by connectors operated by the plunger 11 of the machine operating the throttle lever. These connections in clude an actuator 50 arranged in the path of the plunger 11 to be engaged thereby vwhen the plunger approaches the limit of its throw by the spring 18 and suitable motion transmitting parts as a cable 51 connected to the actuator 50 and movable around suitably located pulleys 52.

The actuator 50 is here shown as a spring pressed lever pivoted at 53 to a head 5%1 supported on the rods 1, 5 near the head 5, the cable being connected to the lever 50 near the free end thereof. The latch 46 is returned by a spring to its operative position. The latch 20 may be spring returned but is preferably a gravity latch.

The electrical controlling circuits will now be described.

This circuit includes a source of supply for the current as a battery 53, conductor or wire 54 leading to a third rail 55 extending along the rails 56which are bonded together to carry the current, the rails being bonded. for only a. short distance beyond each end of the third rail, a contact shoe 57 suitably carried on the car or locomotive in position to engage the third rail as the car or'locomotive is passing the third rail, aconductor or wire 58 leading from the shoe 57 to the coils of the magnet 27, conductors or wires 59, 60. 61 leading from the coils of the magnet 27' to the arm' 62 of a contact wheel 63 carried by the car or locomotive and running on one of the rails 56,1wire 64 leading from said rail to asemaphore operated switch 65, the contact of which is connected by a wire 67 to the battery 53.

The wire 59 is connected to the wire 60 through a normally closed switch 68 supported on the bracket 69 associated with the throttle lever, the switch having a button '76 located in position to be engaged by the throttle lever 29 when the throttle lever reaches its closed positionzso as to openithe circuit whenthe throttle is-closed and hence permit the car or train to stand with the shoe 57 engaged with the thirdrail The wire is connectedto the. wire (it through a normally closed switch? 1. on the throttle lever, the switch having a grip lever 72 arranged to be taken hold oi by the same hand operating the throttle so that the enginema-n may open and hold open the circuit. This switch 71 is spring pressed to its closed position and hence should the engineman relax his grip on the lever 32 the switch 71 will close. Hence, the engineman must make an effort to hold the switch 71 open and if he closes and releases his grip the switch 71 will close so that he cannot unintentionally run past any signal set against him.

The switch is connected in any suitable manner to be closed when the sema phore is set in danger position that is horizontal position, and the arm of the switch is here shown as connected directly to the semaphore arm by a link 73.

.ln operation, when the semaphore is set at the danger point the switch 65 is closed and as the contact shoe 57 engages the third rail :35 the magnet 27 will be energized (it the engineman has not closed the throttle and opened the throttle switch 68) and operate the latch 20 to release the holding member 19 whereupon the spring 18 will press the plunger 11 forwardly and first close the throttle lever through the connections 30. As the plunger approaches the limit of its movement by the spring 18, it engages the lever 50 which through the connections 51 disengages the latch 46 of the machine and permits the plunger 480i said machine 4-5 to be actuated by its springand operate the air brake control lever through the connections 51.

Also as the plunger 11 approaches the limit of its movement, the shoulder 40 thereon engages the rock arm 4-2 and opens; the three way cock so that air from the compressed air system enters the cylinder 13 and forces the piston 12 to its starting position and resets the parts.

.is the plunger approaches its starting position the shoulder 41 thereon engages the rock arm 40 and operates the three-way cock back to its position shown in Fig. l. Similar operation takes place in the machine 45.

. he frames 1 and -15 are mounted in any convenient place in the locomotive or car and are preferably hung from the roof of the cab.

lVhat I claim is:

151 .11 automatic train stopping apparatus comprising a frame formed with a guide, a plunger movable along the guide, a spring encircling the guide and the plun- -cylindcr, means for normally holding ger and acting on the same to move it in one direction, means for normally holding the plunger from movement by the spring, and means for releasing the holding means; in combination with a controlling member of the train, and power transmitting con nections between the plunger and said member, substantially as and for the purpose specified.

in automatic train stoppingapparatus comprisingg a frame formed with a guide, a plunger movable along the guide, means tending to move the plunger along the guide in one direction, a cylinder located in the frame and having,- an outlet, the pl linger having a piston movable in the the ilung'er from movement and means for releasing the holding means; in combination with a controllino' member of a train, and power transmitting connections between the plunger and said member, substantially as and for the purpose set forth.

3. An automatic train stopping apparatus comprising a frame formed with a guide, a plunger movable along the guide,

a spring encircling the guide and the plunger and acting on the same to move it in onedirection, a cylinder extending lengthwise of the frame within the spring, and having an air outlet, the plunger having a. piston movable in the cylinder, means for normally holding the plunger from movement by the spring, and meanstor releasing the lmldinp means; in combination with a controlling member of the train, and power transmitting connections between the plunger and said member, substantially as and for the purpose described. I

l. An automatic train stopping apparatus comprising a frame including opposing heads, rods connecting the heads, a plunger movable along the rods, a spring: interposed hctweenone of the heads and the plunger 'to move the plunger in one direction, a holding member carried by the frame and reacting with the plunger to normally hold said plunger from movement by the spring, and means for controlling the release of theholding member; in combination with thecontrollingmember of a car and connections between the plunger and said controlling member, substantially as and for the purpose specified.

5. An automatic train stopping apparatus comprising a frame including opposing heads, rods connecting the heads, a plunger movable along the rods, a spring interposed between one of the heads and the plunger to move the plunger in one direction, the spring encircling said rods, and the plunger being; located within the spring, a holding member carried by the frame and extending: crosswise of the plunger to normally hold said plunger from movement by the spring,

and means for controlling the release of the holding member, in combination with the controlling member of a car, and connections between the plunger and said controlling member, substantially as and for the purpose set forth.

6. An automatic train stopping apparatus comprising a. frame including opposing heads, rods connecting the heads, a plunger movable along the rods, a spring interposed between one of the heads and the plunger.

7 to move the plunger in one direction, aliolding member carried by the frame and c0- acting with the plunger to normally hold said plunger from movement by the spring, a spring acting on the holding member to return it to its normal position, means for controlling the release of the holding member and means for returning the plunger to its starting position and permit the holding member to be moved by its spring to its normal position in combination with the controlling member of a car, and connections between'the plunger and said controlling member, substantially as and for the purpose described. I

7. An automatic train stopping apparatus comprising a frame including, opposing heads, rods connecting the heads, a plunger movable along the rods, a spring interposed etween one of the heads and the plunger to move the plunger in one direction, a hold ing member hinged to the frame and extending across the advance end of the plunger to normally hold said plunger from movement by the spring and a. spring tending to return the holding member on its hinge into extending on opposite sides of the cylinder, a coiled spring interposed between one of the heads of the frame and the plunger, the spring being of suflicient diameter to inclose the plunger and the cylinder, a holding member carried by the frame and extending across the advance end of the plunger, a

latch coaoting with the holding member, a

operated member and an electric circuit connected to the windings of said member and including a normally closed spring pressed switch arm mounted on the control lever and having a grip handle movable into a position alongside the handle of the control lever when the switch is open, substantially as and for the purpose described.

10. The combination with a control lever of a railway train, of means for automatically operating the control lever to its closed position including an electromagnetically operated member and an electric circuit connected to the windings of said member and including a normally closed spring pressed switch arm mounted on the control lever and having a grip handle movable into a position alongside the handle of the control lever when the switch is open, and a normally closed switch arranged to be opened by the control lever when said lever is in its closed position, substantially as and for the purpose specified;

In testimony whereof I have hereunto signed my name at Syracuse, in the county of Qnondaga and State of'NewrYork, this 10th day of May 1919.

Raynor-n s. Mnnmnrr. 

